Multi-speed transmission

ABSTRACT

The present disclosure provides a multiple speed transmission having an input member, an output member, a plurality of planetary gearsets, a plurality of interconnecting members and a plurality of torque-transmitting mechanisms. Each of the plurality of planetary gearsets includes a sun gear, a ring gear, and a carrier member with pinion gears. The input member is continuously interconnected with at least one member of one of the plurality of planetary gear sets, and the output member is continuously interconnected with another member of one of the plurality of planetary gear sets. At least ten forward speeds and one reverse speed are achieved by the selective engagement of the plurality of torque-transmitting mechanisms.

RELATED APPLICATIONS

The present application claims priority to U.S. Provisional ApplicationSer. No. 62/162,074, filed May 15, 2015, which is hereby incorporated byreference in its entirety.

FIELD OF THE DISCLOSURE

The present disclosure relates to a multiple speed transmission, and inparticular to a multiple speed transmission capable of achieving ten ormore speeds.

BACKGROUND

Multiple speed transmission use a number of friction clutches or brakes,planetary gearsets, shafts, and other elements to achieve a plurality ofgear or speed ratios. The architecture, i.e., packaging or layout of theaforementioned elements, is determined based on cost, size, packagingconstraints, and desired ratios. There is a need for new architecturaldesigns of multiple speed transmissions for achieving different ratioswith improved performance, cost, efficiency, responsiveness, andpackaging.

SUMMARY

In a first embodiment of the present disclosure, a multiple speedtransmission includes an input member; an output member; first, second,third and fourth planetary gearsets each having first, second and thirdmembers; a plurality of interconnecting members each connected betweenat least one of the first, second, third, and fourth planetary gearsetsand at least another of the first, second, third, and fourth planetarygearsets; a first torque-transmitting mechanism selectively engageableto interconnect the third member of the third planetary gearset and thesecond member of the fourth planetary gearset with a stationary member;a second torque-transmitting mechanism selectively engageable tointerconnect the first member of the second planetary gearset with thefirst member of the third planetary gearset; a third torque-transmittingmechanism selectively engageable to interconnect the first member of thesecond planetary gearset with the first member of the first planetarygearset; a fourth torque-transmitting mechanism selectively engageableto interconnect the first member of the first planetary gearset with thesecond member of the second planetary gearset and the second member ofthe third planetary gearset; a fifth torque-transmitting mechanismselectively engageable to interconnect the first member of the firstplanetary gearset with the third member of the third planetary gearsetand the second member of the fourth planetary gearset; a sixthtorque-transmitting mechanism selectively engageable to interconnect thesecond member of the first planetary gearset and the third member of thefourth planetary gearset with the second member of the third planetarygearset and the second member of the second planetary gearset; whereinthe torque-transmitting mechanisms are selectively engageable incombinations of at least two to establish at least ten forward speedratios and at least one reverse speed ratio between the input member andthe output member.

In one example of this embodiment, the input member is continuouslyinterconnected with the first member of the second planetary gearset andthe output member is continuously interconnected with the second memberof the second planetary gearset and the second member of the thirdplanetary gearset. In a second example, the plurality of interconnectingmembers includes a first interconnecting member continuously connectedto the first member of the first planetary gearset. In a third example,the plurality of interconnecting members includes a secondinterconnecting member continuously interconnecting the third member ofthe third planetary gearset with the second member of the fourthplanetary gearset. In a fourth example, the plurality of interconnectingmembers includes a third interconnecting member continuouslyinterconnecting the second member of the first planetary gearset withthe third member of the fourth planetary gearset.

In a fifth example, the plurality of interconnecting members includes afourth interconnecting member continuously connecting the third memberof the first planetary gearset with the third member of the secondplanetary gearset. In a sixth example, the plurality of interconnectingmembers includes a fifth interconnecting member continuously connectedto the first member of the third planetary gearset. In a seventhexample, the plurality of interconnecting members includes a sixthinterconnecting member continuously interconnecting the first member ofthe fourth planetary gearset to the stationary member. In an eighthexample, the torque-transmitting mechanisms are selectively engageablein combinations of at least two to establish at least two reverse speedratios between the input member and the output member. In a furtherexample, when shifting from one forward speed ratio into one of asuccessive higher and a successive lower forward speed ratio causes asingle one of the first, the second, the third, the fourth, the fifthand the sixth torque-transmitting mechanisms to disengage and a singleone of the first, the second, the third, the fourth, the fifth, and thesixth torque-transmitting mechanisms to engage.

In another embodiment of the present disclosure, a multiple speedtransmission includes an input member; an output member; first, second,third and fourth planetary gearsets each having a sun gear, a carriermember, and a ring gear; a plurality of interconnecting members eachconnected between at least one of the first, second, third, and fourthplanetary gearsets and at least another of the first, second, third, andfourth planetary gearsets; a first torque-transmitting mechanismselectively engageable to interconnect the ring gear of the thirdplanetary gearset and the carrier member with a stationary member; asecond torque-transmitting mechanism selectively engageable tointerconnect the sun gear of the second planetary gearset with the sungear of the third planetary gearset; a third torque-transmittingmechanism selectively engageable to interconnect the sun gear of thesecond planetary gearset with the sun gear of the first planetarygearset; a fourth torque-transmitting mechanism selectively engageableto interconnect the sun gear of the first planetary gearset with thecarrier member of the second planetary gearset and the carrier member ofthe third planetary gearset; a fifth torque-transmitting mechanismselectively engageable to interconnect the sun gear of the firstplanetary gearset with the ring gear of the third planetary gearset andthe carrier member of the fourth planetary gearset; a sixthtorque-transmitting mechanism selectively engageable to interconnect thecarrier member of the first planetary gearset and the ring gear of thefourth planetary gearset with the carrier member of the third planetarygearset and the carrier member of the fourth planetary gearset; whereinthe torque-transmitting mechanisms are selectively engageable incombinations of at least two to establish at least ten forward speedratios and at least one reverse speed ratio between the input member andthe output member.

In one example, the input member is continuously interconnected with thesun gear of the second planetary gearset and the output member iscontinuously interconnected with the carrier member of the secondplanetary gearset and the carrier member of the third planetary gearset.In a second example, the plurality of interconnecting members includes afirst interconnecting member continuously connected to the sun gear ofthe first planetary gearset. In a third example, the plurality ofinterconnecting members includes a second interconnecting membercontinuously interconnecting the ring gear of the third planetarygearset with the carrier member of the fourth planetary gearset. In afourth example, the plurality of interconnecting members includes athird interconnecting member continuously interconnecting the carriermember of the first planetary gearset with the ring gear of the fourthplanetary gearset.

In a fifth example, the plurality of interconnecting members includes afourth interconnecting member continuously connecting the ring gear ofthe first planetary gearset with the ring gear of the second planetarygearset. In a sixth example, the plurality of interconnecting membersincludes a fifth interconnecting member continuously connected to thesun gear of the third planetary gearset. In a seventh example, theplurality of interconnecting members includes a sixth interconnectingmember continuously interconnecting the sun gear of the fourth planetarygearset to the stationary member. In an eighth example, thetorque-transmitting mechanisms are selectively engageable incombinations of at least two to establish at least two reverse speedratios between the input member and the output member. In a differentexample, when shifting from one forward speed ratio into one of asuccessive higher and a successive lower forward speed ratio causes asingle one of the first, the second, the third, the fourth, the fifthand the sixth torque-transmitting mechanisms to disengage and a singleone of the first, the second, the third, the fourth, the fifth, and thesixth torque-transmitting mechanisms to engage.

BRIEF DESCRIPTION OF THE DRAWINGS

The above-mentioned aspects of the present disclosure and the manner ofobtaining them will become more apparent and the disclosure itself willbe better understood by reference to the following description of theembodiments of the disclosure, taken in conjunction with theaccompanying drawings, wherein:

FIG. 1 is an exemplary block diagram and schematic view of oneillustrative embodiment of a powered vehicular system;

FIG. 2 is a diagrammatic view of an embodiment of a multiple speedtransmission; and

FIG. 3 is a truth table presenting an example of a state of engagementof various torque-transmitting mechanisms in each of the availableforward and reverse speeds or gear ratios of the transmissionsillustrated in FIG. 2.

Corresponding reference numerals are used to indicate correspondingparts throughout the several views.

DETAILED DESCRIPTION

The embodiments of the present disclosure described below are notintended to be exhaustive or to limit the disclosure to the preciseforms disclosed in the following detailed description. Rather, theembodiments are chosen and described so that others skilled in the artmay appreciate and understand the principles and practices of thepresent disclosure.

Referring now to FIG. 1, a block diagram and schematic view of oneillustrative embodiment of a vehicular system 100 having a drive unit102 and transmission 118 is shown. In the illustrated embodiment, thedrive unit 102 may include an internal combustion engine, diesel engine,electric motor, or other power-generating device. The drive unit 102 isconfigured to rotatably drive an output shaft 104 that is coupled to aninput or pump shaft 106 of a conventional torque converter 108. Theinput or pump shaft 106 is coupled to an impeller or pump 110 that isrotatably driven by the output shaft 104 of the drive unit 102. Thetorque converter 108 further includes a turbine 112 that is coupled to aturbine shaft 114, and the turbine shaft 114 is coupled to, or integralwith, a rotatable input shaft 124 of the transmission 118. Thetransmission 118 can also include an internal pump 120 for buildingpressure within different flow circuits (e.g., main circuit, lubecircuit, etc.) of the transmission 118. The pump 120 can be driven by ashaft 116 that is coupled to the output shaft 104 of the drive unit 102.In this arrangement, the drive unit 102 can deliver torque to the shaft116 for driving the pump 120 and building pressure within the differentcircuits of the transmission 118.

The transmission 118 can include a planetary gear system 122 having anumber of automatically selected gears. An output shaft 126 of thetransmission 118 is coupled to or integral with, and rotatably drives, apropeller shaft 128 that is coupled to a conventional universal joint130. The universal joint 130 is coupled to, and rotatably drives, anaxle 132 having wheels 134A and 134B mounted thereto at each end. Theoutput shaft 126 of the transmission 118 drives the wheels 134A and 134Bin a conventional manner via the propeller shaft 128, universal joint130 and axle 132.

A conventional lockup clutch 136 is connected between the pump 110 andthe turbine 112 of the torque converter 108. The operation of the torqueconverter 108 is conventional in that the torque converter 108 isoperable in a so-called “torque converter” mode during certain operatingconditions such as vehicle launch, low speed and certain gear shiftingconditions. In the torque converter mode, the lockup clutch 136 isdisengaged and the pump 110 rotates at the rotational speed of the driveunit output shaft 104 while the turbine 112 is rotatably actuated by thepump 110 through a fluid (not shown) interposed between the pump 110 andthe turbine 112. In this operational mode, torque multiplication occursthrough the fluid coupling such that the turbine shaft 114 is exposed todrive more torque than is being supplied by the drive unit 102, as isknown in the art. The torque converter 108 is alternatively operable ina so-called “lockup” mode during other operating conditions, such aswhen certain gears of the planetary gear system 122 of the transmission118 are engaged. In the lockup mode, the lockup clutch 136 is engagedand the pump 110 is thereby secured directly to the turbine 112 so thatthe drive unit output shaft 104 is directly coupled to the input shaft124 of the transmission 118, as is also known in the art.

The transmission 118 further includes an electro-hydraulic system 138that is fluidly coupled to the planetary gear system 122 via a number,J, of fluid paths, 140 ₁-140 _(J), where J may be any positive integer.The electro-hydraulic system 138 is responsive to control signals toselectively cause fluid to flow through one or more of the fluid paths,140 ₁-140 _(J), to thereby control operation, i.e., engagement anddisengagement, of a plurality of corresponding friction devices in theplanetary gear system 122. The plurality of friction devices mayinclude, but are not limited to, one or more conventional brake devices,one or more torque-transmitting devices, and the like. Generally, theoperation, i.e., engagement and disengagement, of the plurality offriction devices is controlled by selectively controlling the frictionapplied by each of the plurality of friction devices, such as bycontrolling fluid pressure to each of the friction devices. In oneexample embodiment, which is not intended to be limiting in any way, theplurality of friction devices include a plurality of brake andtorque-transmitting devices in the form of conventional clutches thatmay each be controllably engaged and disengaged via fluid pressuresupplied by the electro-hydraulic system 138. In any case, changing orshifting between the various gears of the transmission 118 isaccomplished in a conventional manner by selectively controlling theplurality of friction devices via control of fluid pressure within thenumber of fluid paths 140 ₁-140 _(J).

The system 100 further includes a transmission control circuit 142 thatcan include a memory unit 144. The transmission control circuit 142 isillustratively microprocessor-based, and the memory unit 144 generallyincludes instructions stored therein that are executable by a processorof the transmission control circuit 142 to control operation of thetorque converter 108 and operation of the transmission 118, i.e.,shifting between the various gears of the planetary gear system 122. Itwill be understood, however, that this disclosure contemplates otherembodiments in which the transmission control circuit 142 is notmicroprocessor-based, but is configured to control operation of thetorque converter 108 and/or transmission 118 based on one or more setsof hardwired instructions and/or software instructions stored in thememory unit 144.

In the system 100 illustrated in FIG. 1, the torque converter 108 andthe transmission 118 include a number of sensors configured to producesensor signals that are indicative of one or more operating states ofthe torque converter 108 and transmission 118, respectively. Forexample, the torque converter 108 illustratively includes a conventionalspeed sensor 146 that is positioned and configured to produce a speedsignal corresponding to the rotational speed of the pump shaft 106,which is the same rotational speed of the output shaft 104 of the driveunit 102. The speed sensor 146 is electrically connected to a pump speedinput, PS, of the transmission control circuit 142 via a signal path152, and the transmission control circuit 142 is operable to process thespeed signal produced by the speed sensor 146 in a conventional mannerto determine the rotational speed of the pump shaft 106/drive unitoutput shaft 104.

The transmission 118 illustratively includes another conventional speedsensor 148 that is positioned and configured to produce a speed signalcorresponding to the rotational speed of the transmission input shaft124, which is the same rotational speed as the turbine shaft 114. Theinput shaft 124 of the transmission 118 is directly coupled to, orintegral with, the turbine shaft 114, and the speed sensor 148 mayalternatively be positioned and configured to produce a speed signalcorresponding to the rotational speed of the turbine shaft 114. In anycase, the speed sensor 148 is electrically connected to a transmissioninput shaft speed input, TIS, of the transmission control circuit 142via a signal path 154, and the transmission control circuit 142 isoperable to process the speed signal produced by the speed sensor 148 ina conventional manner to determine the rotational speed of the turbineshaft 114/transmission input shaft 124.

The transmission 118 further includes yet another speed sensor 150 thatis positioned and configured to produce a speed signal corresponding tothe rotational speed of the output shaft 126 of the transmission 118.The speed sensor 150 may be conventional, and is electrically connectedto a transmission output shaft speed input, TOS, of the transmissioncontrol circuit 142 via a signal path 156. The transmission controlcircuit 142 is configured to process the speed signal produced by thespeed sensor 150 in a conventional manner to determine the rotationalspeed of the transmission output shaft 126.

In the illustrated embodiment, the transmission 118 further includes oneor more actuators configured to control various operations within thetransmission 118. For example, the electro-hydraulic system 138described herein illustratively includes a number of actuators, e.g.,conventional solenoids or other conventional actuators, that areelectrically connected to a number, J, of control outputs, CP₁-CP_(J),of the transmission control circuit 142 via a corresponding number ofsignal paths 72 ₁-72 _(J), where J may be any positive integer asdescribed above. The actuators within the electro-hydraulic system 138are each responsive to a corresponding one of the control signals,CP₁-CP_(J), produced by the transmission control circuit 142 on one ofthe corresponding signal paths 72 ₁-72 _(J) to control the frictionapplied by each of the plurality of friction devices by controlling thepressure of fluid within one or more corresponding fluid passageway 140₁-140 _(J), and thus control the operation, i.e., engaging anddisengaging, of one or more corresponding friction devices, based oninformation provided by the various speed sensors 146, 148, and/or 150.

The friction devices of the planetary gear system 122 are illustrativelycontrolled by hydraulic fluid which is distributed by theelectro-hydraulic system in a conventional manner. For example, theelectro-hydraulic system 138 illustratively includes a conventionalhydraulic positive displacement pump (not shown) which distributes fluidto the one or more friction devices via control of the one or moreactuators within the electro-hydraulic system 138. In this embodiment,the control signals, CP₁-CP_(J), are illustratively analog frictiondevice pressure commands to which the one or more actuators areresponsive to control the hydraulic pressure to the one or morefrictions devices. It will be understood, however, that the frictionapplied by each of the plurality of friction devices may alternativelybe controlled in accordance with other conventional friction devicecontrol structures and techniques, and such other conventional frictiondevice control structures and techniques are contemplated by thisdisclosure. In any case, however, the analog operation of each of thefriction devices is controlled by the control circuit 142 in accordancewith instructions stored in the memory unit 144.

In the illustrated embodiment, the system 100 further includes a driveunit control circuit 160 having an input/output port (I/O) that iselectrically coupled to the drive unit 102 via a number, K, of signalpaths 162, wherein K may be any positive integer. The drive unit controlcircuit 160 may be conventional, and is operable to control and managethe overall operation of the drive unit 102. The drive unit controlcircuit 160 further includes a communication port, COM, which iselectrically connected to a similar communication port, COM, of thetransmission control circuit 142 via a number, L, of signal paths 164,wherein L may be any positive integer. The one or more signal paths 164are typically referred to collectively as a data link. Generally, thedrive unit control circuit 160 and the transmission control circuit 142are operable to share information via the one or more signal paths 164in a conventional manner. In one embodiment, for example, the drive unitcontrol circuit 160 and transmission control circuit 142 are operable toshare information via the one or more signal paths 164 in the form ofone or more messages in accordance with a society of automotiveengineers (SAE) J-1939 communications protocol, although this disclosurecontemplates other embodiments in which the drive unit control circuit160 and the transmission control circuit 142 are operable to shareinformation via the one or more signal paths 164 in accordance with oneor more other conventional communication protocols (e.g., from aconventional databus such as J1587 data bus, J1939 data bus, IESCAN databus, GMLAN, Mercedes PT-CAN).

Referring to FIG. 2, a schematic representation or stick diagramillustrates one embodiment of a multi-speed transmission 200 accordingto the present disclosure. The transmission 200 includes an input shaft202 and an output shaft 204. The input shaft 202 and output shaft 204can be disposed along the same axis or centerline of the transmission200. In another aspect, the different shafts can be disposed alongdifferent axes or centerlines. In a further aspect, the different shaftscan be disposed parallel to one another, but along different axes orcenterlines. Other aspects can be appreciated by one skilled in the art.

The transmission 200 can also include a plurality of planetary gearsets.In the illustrated embodiment of FIG. 2, the transmission 200 includes afirst planetary gearset 206, a second planetary gearset 208, a thirdplanetary gearset 210, and a fourth planetary gearset 212. Eachplanetary gearset can be referred to as a simple or compound planetarygearset. For example, in some aspects, one or more of the plurality ofplanetary gearsets can be formed as an idler planetary gearset. In theillustrated embodiment of FIG. 2, however, each of the planetarygearsets are shown as being simple planetary gearsets.

One or more of the plurality of planetary gearsets can be arranged indifferent locations within the transmission 200, but for sake ofsimplicity and in this particular example only, the planetary gearsetsare aligned in an axial direction consecutively in sequence (i.e.,first, second, third, and fourth between the input and output shafts).

The transmission 200 may also include a plurality of torque-transmittingor gearshifting mechanisms. For example, one or more of these mechanismscan include a clutch or brake. In one aspect, each of the plurality ofmechanisms is disposed within an outer housing of the transmission 200.In another aspect, however, one or more of the mechanisms may bedisposed outside of the housing. Each of the plurality of mechanisms canbe coupled to one or more of the plurality of planetary gearsets, whichwill be described further below.

In the embodiment of FIG. 2, the transmission 200 can include a firsttorque-transmitting mechanism 258 that is configured to function as abrake (e.g., the torque-transmitting mechanism is fixedly coupled to theouter housing of the transmission 200). The brake can be configured as ashiftable-friction-locked disk brake, shiftable friction-locked bandbrake, shiftable form-locking claw or conical brake, or any other typeof known brake. The transmission 200 can also include a secondtorque-transmitting mechanism 260, a third torque-transmitting mechanism262, a fourth torque-transmitting mechanism 264, a fifthtorque-transmitting mechanism 266, and a sixth torque-transmittingmechanism 268 that are configured to function as clutches. These can beshiftable friction-locked multi-disk clutches, shiftable form-lockingclaw or conical clutches, wet clutches, or any other known form of aclutch. With these six torque-transmitting mechanisms, selectiveshifting of at least ten forward gears and at least one reverse gear ispossible.

The transmission 200 of FIG. 2 may also include up to eight differentshafts, which is inclusive of the input shaft 202 and output shaft 204.Each of these shafts, designated as a first shaft 222, a second shaft224, a third shaft 226, a fourth shaft 236, a fifth shaft 246, and asixth shaft 248, are configured to be connected to one or more of theplurality of planetary gearsets or plurality of torque-transmittingmechanism between the input shaft 202 and output shaft 204. In someembodiments, a seventh shaft (not shown) may be interconnected betweenthe first torque-transmitting mechanism 258 and the transmissionhousing, G.

In FIG. 2, the first planetary gearset 206 can include a first sun gear214, a first ring gear 216, and a first carrier member 218 thatrotatably supports a set of pinion gears 220. The second planetarygearset 208 can include a second sun gear 228, a second ring gear 230,and a second carrier member 232 that rotatably supports a set of piniongears 234. The third planetary gearset 210 can include a third sun gear238, a third ring gear 240, and a third carrier member 242 thatrotatably supports a set of pinion gears 244. The fourth planetarygearset 212 can include a fourth sun gear 250, a fourth ring gear 252,and a fourth carrier member 254 that rotatably supports a set of piniongears 256.

The transmission 200 is capable of transferring torque from the inputshaft 202 to the output shaft 204 in at least ten forward gears orratios and at least one reverse gear or ratio. Each of the forwardtorque ratios and the reverse torque ratios can be attained by theselective engagement of one or more of the torque-transmittingmechanisms (i.e., torque-transmitting mechanisms 258, 260, 262, 264,266, and 268). Those skilled in the art will readily understand that adifferent speed ratio is associated with each torque ratio. Thus, atleast ten forward speed ratios and at least one reverse speed ratio maybe attained by transmission 200.

As for the transmission 200, kinematic coupling of the first planetarygearset 206 is shown in FIG. 2. The first sun gear 214 is coupled to thefirst shaft 222 for common rotation therewith. The first carrier member218 is coupled to the third shaft 226 for common rotation therewith.First ring gear 216 is coupled for common rotation with the fourth shaft236. First pinion gears 220 are configured to intermesh with the firstsun gear 214 and first ring gear 216.

With respect to the second planetary gearset 208, the second sun gear228 is coupled to the input shaft 202 for common rotation therewith. Thesecond ring gear 230 is coupled to the third shaft 236 and first ringgear 216 for common rotation therewith. Second pinion gears 234 areconfigured to intermesh with the second sun gear 228 and second ringgear 230, and the second carrier member 232 is coupled for commonrotation with the output shaft 204.

The third sun gear 238 of the third planetary gearset 210 is coupled tothe fifth shaft 246 for common rotation therewith. The third ring gear240 is coupled to the second shaft 224 for common rotation therewith.Third pinion gears 244 are configured to intermesh with the third sungear 238 and third ring gear 240, respectively. The third carrier member242 is coupled for common rotation with the output shaft 204 and thesecond carrier member 232.

The kinematic relationship of the fourth planetary gearset 212 is suchthat the fourth sun gear 250 is coupled to the sixth shaft 248 forcommon rotation therewith. The fourth ring gear 252 is coupled to thethird shaft 226 and first carrier member 218 for common rotationtherewith. The fourth pinion gears 256 are configured to intermesh withthe fourth sun gear 250 and the fourth ring gear 252. The fourth carriermember 254 is coupled to the second shaft 224 and the third ring gear240 for common rotation therewith.

With regards to the kinematic coupling of the six torque-transmittingmechanisms to the previously described shafts, the multiple speedtransmission 200 of FIG. 2 provides that the first torque-transmittingmechanism 258 is arranged within the power flow between the second shaft224 and the housing G of the transmission 200. In this manner, the firsttorque-transmitting mechanism 258 is configured to act as a brake. Inthis embodiment of the transmission 200 therefore one of the sixtorque-transmitting mechanisms is configured to act as a brake and theother five torque-transmitting mechanisms are configured to act asclutches.

The second torque-transmitting mechanism 260 is arranged within thepower flow between the input shaft 202 and the fifth shaft 246. In thismanner, the second torque-transmitting mechanism 260 is configured toact as a clutch. The third torque-transmitting mechanism 262 is arrangedwithin the power flow between the input shaft 202 and the first shaft222. The fourth torque-transmitting mechanism 264 is arranged within thepower flow between the first shaft 222 and the output shaft 204. Thefifth torque-transmitting mechanism 266 is arranged within the powerflow between the first shaft 222 and the second shaft 224. The sixthtorque-transmitting mechanism 268 is arranged within the power flowbetween the third shaft 226 and the output shaft 204.

The kinematic couplings of the embodiment in FIG. 2 can further bedescribed with respect to the selective engagement of thetorque-transmitting mechanisms with respect to one or more components ofthe plurality of planetary gearsets. For example, in the transmission200, the first torque-transmitting mechanism 258 is selectivelyengageable to couple the third ring gear 240, the fourth carrier member254, and the second shaft 224 to the housing G of the transmission 200.The second torque-transmitting mechanism 260 is selectively engageableto couple the second sun gear 228 and the input shaft 202 to the thirdsun gear 238 and the fifth shaft 246. Moreover, the thirdtorque-transmitting mechanism 262 is selectively engageable to couplethe second sun gear 228 and input shaft 202 to the first shaft 222 andthe first sun gear 214. The fourth torque-transmitting mechanism 264 isselectively engageable to couple the first shaft 222 and first sun gear214 to the second carrier member 232, the third carrier member 242, andthe output shaft 204. The fifth torque-transmitting mechanism 266 isselectively engageable to couple the first sun gear 214 and the firstshaft 222 to the third ring gear 240, the fourth carrier member 254, andthe second shaft 224. Lastly, the sixth torque-transmitting mechanism268 is selectively engageable to couple the first carrier member 218,the fourth ring gear 252, and the third shaft 226 to the second carriermember 232, the third carrier member 242, and the output shaft 204.

As previously described, the aforementioned embodiment is capable oftransmitting torque from a respective input shaft to a respective outputshaft in at least ten forward torque ratios and one reverse torqueratio. Referring to FIG. 3, one example of a truth table is shownrepresenting a state of engagement of various torque-transmittingmechanisms in each of the available forward and reverse speeds or gearratios of the transmission illustrated in FIG. 2. It is to be understoodthat FIG. 3 is only one example of any number of truth tables possiblefor achieving at least ten forward ratios and one reverse ratio, and oneskilled in the art is capable of configuring diameters, gear toothcounts, and gear configurations to achieve other ratios.

In the example of FIG. 3, a first reverse ratio (R1) can be achieved bythe selective engagement of the torque-transmitting mechanisms as setforth in the table. As shown, the fourth torque-transmitting mechanism(C4) and fifth torque-transmitting mechanism (C5) are selectivelyengaged to establish the reverse ratio. Thus, in transmission 200 ofFIG. 2, the selective engagement of mechanisms 264 and 266 can establishthe first reverse ratio.

A second reverse ratio (R2) is also obtainable by the selectiveengagement of the first torque-transmitting mechanism (C1) and the thirdtorque-transmitting mechanism (C3). Referring to FIG. 2, for example,the second reverse ratio may be achieved by selectively engagingtorque-transmitting mechanisms 258 and 262.

Although not shown in FIG. 3, the transmission may shift into a neutralrange or gear ratio, where none of the torque-transmitting mechanismscarry torque. One or more of the torque-transmitting mechanisms,however, may be engaged in neutral but not carry torque.

A first forward ratio (i.e., Range 1) in the table of FIG. 3 is achievedby engaging the brake and one of the clutches. In FIG. 2, for example,the first torque-transmitting mechanism 258 and the fourthtorque-transmitting mechanism 264 are engaged. In one embodiment, whentransitioning between neutral and the first forward range, one of thefirst and fourth torque-transmitting mechanisms may already be engaged,whereas the other torque-transmitting mechanism is selectively engagedto achieve the first forward ratio.

In a second or subsequent forward ratio, indicated as Range 2 in FIG. 3,the first torque-transmitting mechanism and the fifthtorque-transmitting mechanism are selectively engaged. Therefore, whentransitioning between the first forward ratio and the second forwardratio, the fourth torque-transmitting mechanism is released and thefifth torque-transmitting mechanism is engaged.

In a third or subsequent forward ratio, indicated as Range 3 in FIG. 3,the first and second torque-transmitting mechanisms are engaged. Totransition from the second forward ratio to the third forward ratio, forexample, the fifth torque-transmitting mechanism is released and thesecond torque-transmitting mechanism is engaged.

In a fourth or the next subsequent forward ratio, indicated as Range 4in FIG. 3, the second torque-transmitting mechanism and fifthtorque-transmitting mechanism are engaged. Thus, to transition from thethird forward ratio and upshift to the fourth forward ratio, the firsttorque-transmitting mechanism is released and the fifthtorque-transmitting mechanism is engaged.

In a fifth or the next subsequent forward ratio, indicated as Range 5 inFIG. 3, the second torque-transmitting mechanism and fourthtorque-transmitting mechanism are engaged. Thus, to transition from thefourth forward ratio and upshift to the fifth forward ratio, the fifthtorque-transmitting mechanism is released and the fourthtorque-transmitting mechanism is engaged.

In a sixth or the next subsequent forward ratio, indicated as Range 6 inFIG. 3, the second torque-transmitting mechanism and sixthtorque-transmitting mechanism are engaged. Thus, to transition from thefifth forward ratio and upshift to the sixth forward ratio, the fourthtorque-transmitting mechanism is released and the sixthtorque-transmitting mechanism is engaged.

In a seventh or the next subsequent forward ratio, indicated as Range 7in FIG. 3, the second torque-transmitting mechanism and thirdtorque-transmitting mechanism are engaged. Thus, to transition from thesixth forward ratio and upshift to the seventh forward ratio, the sixthtorque-transmitting mechanism is released and the thirdtorque-transmitting mechanism is engaged.

In an eighth or the next subsequent forward ratio, indicated as Range 8in FIG. 3, the third torque-transmitting mechanism and fourthtorque-transmitting mechanism are engaged. Thus, to transition from theseventh forward ratio and upshift to the eighth forward ratio, thesecond torque-transmitting mechanism is released and the fourthtorque-transmitting mechanism is engaged.

In a ninth or the next subsequent forward ratio, indicated as Range 9 inFIG. 3, the third torque-transmitting mechanism and fifthtorque-transmitting mechanism are engaged. Thus, to transition from theeighth forward ratio and upshift to the ninth forward ratio, the fourthtorque-transmitting mechanism is released and the fifthtorque-transmitting mechanism is engaged.

In a tenth or the next subsequent forward ratio, indicated as Range 10in FIG. 3, the fifth torque-transmitting mechanism and sixthtorque-transmitting mechanism are engaged. Thus, to transition from theninth forward ratio and upshift to the tenth forward ratio, the thirdtorque-transmitting mechanism is released and the sixthtorque-transmitting mechanism is engaged.

The present disclosure contemplates that downshifts follow the reversesequence of the corresponding upshift (as described above), and severalpower-on skip-shifts that are single-transition are possible (e.g. from1st to 3rd or 3rd to 1st).

While exemplary embodiments incorporating the principles of the presentdisclosure have been disclosed hereinabove, the present disclosure isnot limited to the disclosed embodiments. Instead, this application isintended to cover any variations, uses, or adaptations of the disclosureusing its general principles. Further, this application is intended tocover such departures from the present disclosure as come within knownor customary practice in the art to which this disclosure pertains andwhich fall within the limits of the appended claims.

1. A multiple speed transmission, comprising: an input member; an output member; first, second, third and fourth planetary gearsets each having first, second and third members; a plurality of interconnecting members each connected between at least one of the first, second, third, and fourth planetary gearsets and at least another of the first, second, third, and fourth planetary gearsets; a first torque-transmitting mechanism selectively engageable to interconnect the third member of the third planetary gearset and the second member of the fourth planetary gearset with a stationary member; a second torque-transmitting mechanism selectively engageable to interconnect the first member of the second planetary gearset with the first member of the third planetary gearset; a third torque-transmitting mechanism selectively engageable to interconnect the first member of the second planetary gearset with the first member of the first planetary gearset; a fourth torque-transmitting mechanism selectively engageable to interconnect the first member of the first planetary gearset with the second member of the second planetary gearset, the second member of the third planetary gearset, and the output member; a fifth torque-transmitting mechanism selectively engageable to interconnect the first member of the first planetary gearset with the third member of the third planetary gearset and the second member of the fourth planetary gearset; a sixth torque-transmitting mechanism selectively engageable to interconnect the second member of the first planetary gearset and the third member of the fourth planetary gearset with the second member of the third planetary gearset, the second member of the second planetary gearset, and the output member; wherein the torque-transmitting mechanisms are selectively engageable in combinations of at least two to establish at least ten forward speed ratios and at least one reverse speed ratio between the input member and the output member.
 2. The multiple speed transmission of claim 1, wherein the input member is continuously interconnected with the first member of the second planetary gearset, and the output member is continuously interconnected with the second member of the second planetary gearset and the second member of the third planetary gearset.
 3. The multiple speed transmission of claim 1, wherein the plurality of interconnecting members includes a first interconnecting member continuously connected to the first member of the first planetary gearset.
 4. The multiple speed transmission of claim 1, wherein the plurality of interconnecting members includes a second interconnecting member continuously interconnecting the third member of the third planetary gearset with the second member of the fourth planetary gearset.
 5. The multiple speed transmission of claim 1, wherein the plurality of interconnecting members includes a third interconnecting member continuously interconnecting the second member of the first planetary gearset with the third member of the fourth planetary gearset.
 6. The multiple speed transmission of claim 1, wherein the plurality of interconnecting members includes a fourth interconnecting member continuously connecting the third member of the first planetary gearset with the third member of the second planetary gearset.
 7. The multiple speed transmission of claim 1, wherein the plurality of interconnecting members includes a fifth interconnecting member continuously connected to the first member of the third planetary gearset.
 8. The multiple speed transmission of claim 1, wherein the plurality of interconnecting members includes a sixth interconnecting member continuously interconnecting the first member of the fourth planetary gearset to the stationary member.
 9. The multiple speed transmission of claim 1, wherein the torque-transmitting mechanisms are selectively engageable in combinations of at least two to establish at least two reverse speed ratios between the input member and the output member.
 10. The multiple speed transmission of claim 1, wherein when shifting from one forward speed ratio into one of a successive higher and a successive lower forward speed ratio causes one of the first, the second, the third, the fourth, the fifth and the sixth torque-transmitting mechanisms to disengage and one of the first, the second, the third, the fourth, the fifth, and the sixth torque-transmitting mechanisms to engage.
 11. A multiple speed transmission, comprising: an input member; an output member; first, second, third and fourth planetary gearsets each having a sun gear, a carrier member, and a ring gear; a plurality of interconnecting members each connected between at least one of the first, second, third, and fourth planetary gearsets and at least another of the first, second, third, and fourth planetary gearsets; a first torque-transmitting mechanism selectively engageable to interconnect the ring gear of the third planetary gearset and the carrier member of the fourth planetary gearset with a stationary member; a second torque-transmitting mechanism selectively engageable to interconnect the sun gear of the second planetary gearset with the sun gear of the third planetary gearset; a third torque-transmitting mechanism selectively engageable to interconnect the sun gear of the second planetary gearset with the sun gear of the first planetary gearset; a fourth torque-transmitting mechanism selectively engageable to interconnect the sun gear of the first planetary gearset with the carrier member of the second planetary gearset and the carrier member of the third planetary gearset; a fifth torque-transmitting mechanism selectively engageable to interconnect the sun gear of the first planetary gearset with the ring gear of the third planetary gearset and the carrier member of the fourth planetary gearset; a sixth torque-transmitting mechanism selectively engageable to interconnect the carrier member of the first planetary gearset and the ring gear of the fourth planetary gearset with the carrier member of the third planetary gearset, the carrier member of the second planetary gearset, and the output member; wherein the torque-transmitting mechanisms are selectively engageable in combinations of at least two to establish at least ten forward speed ratios and at least one reverse speed ratio between the input member and the output member.
 12. The multiple speed transmission of claim 11, wherein the input member is continuously interconnected with the sun gear of the second planetary gearset, and the output member is continuously interconnected with the carrier member of the second planetary gearset and the carrier member of the third planetary gearset.
 13. The multiple speed transmission of claim 11, wherein the plurality of interconnecting members includes a first interconnecting member continuously connected to the sun gear of the first planetary gearset.
 14. The multiple speed transmission of claim 11, wherein the plurality of interconnecting members includes a second interconnecting member continuously interconnecting the ring gear of the third planetary gearset with the carrier member of the fourth planetary gearset.
 15. The multiple speed transmission of claim 11, wherein the plurality of interconnecting members includes a third interconnecting member continuously interconnecting the carrier member of the first planetary gearset with the ring gear of the fourth planetary gearset.
 16. The multiple speed transmission of claim 11, wherein the plurality of interconnecting members includes a fourth interconnecting member continuously connecting the ring gear of the first planetary gearset with the ring gear of the second planetary gearset.
 17. The multiple speed transmission of claim 11, wherein the plurality of interconnecting members includes a fifth interconnecting member continuously connected to the sun gear of the third planetary gearset.
 18. The multiple speed transmission of claim 11, wherein the plurality of interconnecting members includes a sixth interconnecting member continuously interconnecting the sun gear of the fourth planetary gearset to the stationary member.
 19. The multiple speed transmission of claim 11, wherein the torque-transmitting mechanisms are selectively engageable in combinations of at least two to establish at least two reverse speed ratios between the input member and the output member.
 20. The multiple speed transmission of claim 11, wherein when shifting from one forward speed ratio into one of a successive higher and a successive lower forward speed ratio causes one of the first, the second, the third, the fourth, the fifth and the sixth torque-transmitting mechanisms to disengage and one of the first, the second, the third, the fourth, the fifth, and the sixth torque-transmitting mechanisms to engage. 